Driving-gear for bicycles



D.,LIPPIY & I. E, FINFROGK.

(No Model.)

DRIVING GEAR FOR BIGYGLES.

,.No. 528,957.- Patented Nov. 13, 1894.

lIll?lllFlilllllllllllllllllllllllllflllllfi n NITED STATES PATENT'FFICE.

DAVID LIPPY AND IRA ELMER FINFROCK, OF MANSFIELD, OHIO.

A DRIVING-GEAR FOR BICYCLES.

SPECIFICATION forming part of Letters Patent No. 528,957, dated November13, 1894.

Application filed June 26, 1894. $erial No. 515,743- (No model.)

To all whom it may concern:

Be it known that we, DAVID LIPPY and IRA ELMER Frnnnoox, citizens of theUnited States, residing at Mansfield, in the county of ltichland andState of Ohio, have invented certain new and useful Improvements inDriving-Gear for Bicycles; and w'e'do hereby declare that the followingis a full, clear, and exact description of the same, reference being hadto the annexed drawings, making a part of this specification, and to theletters of referen ce marked thereon.

The present invention has relation to that class of differential speedmechanism for bicycles in which provision is made for changing thespeed, and power of the machine to adapt it to the nature or characterof the road over which the machine is propelled without the necessity ofthe rider dismounting and also to enable the pedal-shaft to bedisconnected with the gearing when desired to use the machine incoasting on down grades.

It is the object of the invention to improve this differentialspeed-mechanism whereby lightness, strength and durability are securedand the mechanism be simplein construction and easily operated by therider without dismounting and while the machine is in motion, whichobjects are attained by the mechanism substantially as shown in thedrawings and hereinafter described and claimed.

Figure 1 of the drawings represents a side elevation of a bicycle withour improved differential speed mechanism applied thereto. Fig. 2represents a plan view of the mechanism on an enlarged scale and partlyin section.

In the accompanying drawings A represents the frame of the machine whichmay be of the usual construction, and B O are the front and rear wheelsrespectively, saidframe having the usual saddle D and provided with thehandle-bar E, all of which are of the usual form and construction commonwith this class of bicycles.

The differential speed mechanism which forms the subject of ourinvention, consists of the large sprocket-wheel F loosely mounted uponthe pedal-shaft a, which wheel is keyed or otherwise suitably connectedto a gearwheel G. To the opposite end of the pedalshaft is looselymounted a gear wheelH and between these two gear-wheels is located adouble clutch I which is loosely mounted on the pedal-shaft so as tohave a sliding motion lengthwise thereof but prevented from turning onits axis by means of a pin 1) extending through the shaft and its endsprojecting into elongatedslots in the sleeve of the clutch, as shown indotted lines of Fig. 2. The double clutch I has annular flanges c forconnecting therewith the usual forked lever K, and to the upper end ofthe lever is connected a shifting-lever L in convenient position to beoperated by the rider without dismounting. This shifting-lever L ispivoted to a notched bracket M upon the bicycle-frame for holding thelever in its adjusted position when moved to either the right or left inoperating the double clutch box.

Any suitable or Well known means may be employed for operating thedouble clutch-box as found best adapted to the purpose.

The forked ends cl of the saddle supporting bar a form bearings for thepedal-shaft a, said shaft being enlarged at its center to form bearingshoulders f for the gear-wheels G and H. A suitable bearing g isprovided for a short shaft h, said bearing being connected to thesupporting bar e near its lower or forked end in any convenient manner.The shaft h has upon its respective ends the gear-wheels N and O whichare rigidly connected to the ends of the shaft and move therewith. Thegear-wheels N O mesh with the teeth of the gear-wheels G H respectively,the gear-wheels G N being of larger size than the wheels 0 H so as tomake provision for the increase of power or speed as circumstances mayrequire.

When the double clutch is in position shown in Fig. 2, it isdisconnected with either of the gear-wheels G H and consequentlydisconnects the pedal-shaft with the gearing to enable said shaft toremain stationary while coasting on down grades. When the clutch isshifted to engage with the openings or holes 11 in the gear-wheel G,said wheel will be locked to the shaft and turn with it, therebyincreasing the speed with decreased power.

When the clutch is shifted in the opposite direction to engage with thegear-wheel H, the power is increased with less speed. A sprocket-chain kconnects the sprocket-Wheel F with the sprocket wheel P upon the hub ofthe bicycle-wheel O, and the shaft a, has connected with it the usualfoot-pedals Z.

Having now fully described our invention, what we claim as new, anddesire to seem re by Letters Patent, is"

A driving gear for bicycles, consisting of a sprocket-wheel looselymounted upon the end of the pedal-shaft, a large gear-wheel keyed to thesprocket-wheel, a small gear-wheel loosely mounted upon the opposite endof the shaft, asmall and a large gear-wheel upon the ends of a rotaryshaft and meshing respectively with the large and small gear-wheels uponthe pedal-shaft, a sprocket-chain connecting the sprocket-wheel with thesprocket x 5 wheel upon the hub of the rear bicycle-wheel, and aslidable double clutch upon the pedal shaft and means for operating it,substantially as and for the purpose set forth.

In testimony that we claim the above we 20 have hereunto subscribed ournames in the presence of two witnesses.

DAVID LIPPY. IRA ELMER FINFROCK.

Witnesses:

BURTON J. OUSTINE, W. H. GIFFORD.

